Train pipe coupling



July 18, 1933 A. K. KUSEBAUCH 1,918,273

TRAIN PIPE COUPLING Filed Sept. 11, 1931 3 Sheets-Sheet l n N INVENTOR. ANTON KKUSEBAUCH T MW% A TTORNEY.

July 18, 1933. K KUSEBAUCH 1,918,273

TRAIN PIPE COUPLING Filed Sept. 11, 1931 5 Sheets-Sheet 2 l N VEN TOR.

ANTON KKUSEBAUCH A TTORNEY y 1933- :A. K. KUSEBAUCH 1,918,273

TRAIN PIPE COUPLING Filed Sept. 11, 1931 3 Sheets-Sheet 3 IN VENTOR.

ANTON KKUSEBAUOH Mam/4 A TTORNE Y.

Patented July 18, 1933 UN'ITE'D STATES.

PATENT OFFICE ANTON K. KUSEBAUGH, 0F BELLEVUE, PENNSYLVANIA, ASSIGNOR TO THE WESTING- HOUSE AIR BRAKE COMPANY, OF WILMERDING, PENNSYLVANIA, A CORPQRATION' OF PENNSYLVANIA TRAIN PIPE COUPLING Application filed September 11-, 1831. Serial No. 562,295.

This invention relates to couplings and more particularly to the type employed between the adjacent ends of cars of a tra n for connecting the fluid conduits or tram pipes which extend through the train.

One object of my invention is to provide an improved train pipe coupling of: the above type which is, suspended beneath the usual car coupler by springs, said springs being adapted, when a car is uncoupled, to hold-the train pipe coupling in such a position to the rear of the car coupler, that in coupling two cars, the car couplers willautomatically couple first, after which the train pipe coupling on one car will be manually operated to couple with the train pipe coupling on the adjacent car.

Another object of my invent on s to pro vide an improved train pipe coupling of the above type which is suspended beneath the usual car coupler by a pair of laterally and =ating mechanism by which. the coupling may be manually operated by a trainman from the side of a car, from the uncoupled position to the coupling position, and improved means automatically operative in. the coupling position for locking together two counterpart couplings.

Another object of my invention is to provide an improved train pipe coupling for one or more train pipes and having on one side spaced and simultaneously operated latches adapted to automatically efiect locke ing engagement with a counterpart coupling when one of the couplings is manually moved to the coupling position, said latches being automatically operative upon a predeter cally to; eliect locking engagement with a counterpart coupling incouplmgthecounterpart couplings of two cars and also operativeautomatically to unlock the train. pipe cou: pl ngs upon uncoupling said: cars, and: means by which the latches on the coupling onboth. cars may be manually operated from one car trom the locked? to the unlockedposition to permit disengagement of the counterpart.

train pipe couplings.

Other objects and advantages will? appear in the following more detailed description of my inventio In the accompanying drawings; Fig. 1- is a side elevation. of my improved, train.v pipe coupling and associated manually operativecoupling and uncoupling mechanism, shown. in the coupled position, with the coupling. coupled to a counterpart coupling and: said coupling and uncoupling mechanism, mounted below the usual car coupler; Fig. 2: is an inverted plan view. ofthe train pipecouplings shown in Fig-. 1; Fig. 3; is a view similar to Fig. 2-but; with certain parts re moved in order to show more clearly the coupling latch arrangement; Fig. 4 is an enlarged view of the latch portionfofithe coupling shown in Fig. 1-; Fig. 5 iS.%;I end; view of the train pipe coupling looking toward the coupling face; Fig. 6 is a. rear View of} the manually operated coupling and. uncou- I pling mechanism shown in Fig. 1;; Fig is;

a plan view of the lug having a. slot for carrying the unlatchingv cable; Fig. 8yis a sectionalview taken, on the line 8I8. of Fig... 1; and Fig. 9 is a side elevation similar to;

Fig. 1 showing one train pipe coupling in the uncoupled position and a counterpart trainpipe coupling manually operated to the coupling position, the parts; being shown mostly in mere outline,since theonly purpose of Fig. 9 is to illustrate therelative positions; of the coupling heads in theactjof-coupling,

As shown in'the-drawings, the train pipe coupling, comprises abodyor head 1. havingv a rearwardly extending portioncomprising av shank 2 and amember 3; the end of memben .Bzloeing piyotally connected to SfliidrShfiIlk by means of a vertically disposedfulcrum;pin l. The m mber 3 is ad pte eorm; e irdsup upper end of each of said springs connect to a suitable ear or lug 8 on the car coupler 5,

the lugs 8 on the car coupler being spaced a greater distance apartthan the lugs 7 'on the train pipe coupling head, so that said springs at all times act on coupling head 1 in opposition to each other and thereby tend to maintain the coupling head in a predetermined centralized position relative to the car coupler 5.

As ju'st'described, the train pipe coupling head is supported at two oppositely disposed points by the spaced tension springs 6, while as hereinbefore mentioned, said coupling head is also provided with a thirdsupport through the member 3.

. Secured to som'e'stationary portion of the car, preferably the center sill 9, is a depending bracket 10, in the lower end of which is mounted alever ona fulcrum pin 12. This,

lever has an arm 11, the lower end of which is provided with a yoke 13 adapted to receive the end of member'3, which is provided with a slot 14. A fulcrum pin 20 is carried by the yoke 13 and passes through the slot 14 for supporting the outer end of the member 3 and consequently the rear end of the coupling head 1.

Depending from the car coupler is a cradle member 15having at its lower end a boxshaped opening 16 in which the train pipe coupling shank 2 is adapted to be freely suspended. The side walls 17 of the opening 16 are so spaced from the coupling shank 2 as not to interfere with lateral movement of the coupling as when a train is traveling on a curve, while the lower wall 18 of the opening 16 is provided merely to carry the train pipe coupling in case the springs6 should break.

A striking shoulder 19 is provided, prefers ably on each side of the coupling shank 2 and these shoulders are adapted to engage the forward face of the cradle member 15 to limit the rearward movement of the train pipe coupling head 1 to the uncoupled position, in'which position the right hand coupling head 1 isshown in Fig. 9. In this uncoupled 'positionit will be noted that the support springs 6 are inclined at an angle to thevertical, so that the tension of said springs will maintain the coupling in the uncoupled position with force. 65' -The lever having arm 11 supporting the rear end of the coupling head 1 is provided with another lever arm 22 which is connected by a pair of side plates or links 21 to a lever arm 23. The lever arm 23 is secured to a member 24 having operative engagement with an operating rod 25 pivotally mounted in the bracket 10. The rod 25 extends from the bracket 10 to the side of the car and is there preferably bent to form an operating lever arm 26 by which a trainman may manually couple and uncouple the coupling heads 1, as will be hereinafter described.

The coupling head 1 is provided with one or more through passages such as passages 28, 29 and 30, each of which terminates in the coupling face 27, whereat gaskets 31, 32 and 33are provided for effecting leak-proof seals between corresponding conduits in a counterpart coupling when coupled therewith. The conduits 28, 29'and 30 are adapted to be connected by means of flexible hose connections 34, 35 and 36 to three train pipes (not shown) such as the usual signal pipe, brake pipe and steam pipe respectively, as employed on passenger trains.

The train pipe coupling head 1 is manually moved into the coupling position, shown in Fig. 9, against a counterpart couplinghead by means of the operating lever arm 26, as will be hereinafter described. In the coupled position of twocouplingheads, the gaskets 31, 32 and 33 in the coupling face 27 of each of said heads engage and are compressed to effect leak-proof seals, and when so compressed, locking means operate automatically tohold the coupling heads in the coupled position, so that the traimnan may permit lever 26 to return to its normally coupled or vertical position.

The coupling head locking means comprises two latches 37 and 38 adapted in the act of coupling to ride over and lock on to a flange or shoulder 39 in a counterpart'coupling. The latch 37 is secured to a body 40 and the latch 38 is secured to a body 41. The latch bodies 40 and 41 are keyed together by a tongue and groove connection shown in Fig. 4 and said bodies are rotatably carried on a pin 42 which in turn is carried in a lug 43 at one end and a lug 44 at the other end, said lugs projecting from the coupling head 1. A torsion spring 45 at all times under strain, is provided surrounding the latch bodies 40 and 41. One end of the spring 45' is anchored in the lug 44 While the other end is anchored in a lever arm 46 projecting from the latch body 40, so that said spring at all times urges the latches 37 and 38 toward the coupling head and this causes the automatic engagement of, said latches with the coupling ,fiange 39 of the counterpart coupling in coupling, as will be more fully described hereinafter.

F or pulling the coupling latches 37 and 38 out of locking engagement with the flange 39 of the counterpart coupling whenit is desired to effect an uncoupling, the lever 46 is pulled rearwar'dly by means such as a flexiblemetallic cable 47 connected to said. lever. The cable 47 freely extends through a slot 48 in a lug 49 projecting from the cradle member 15 and through an opening in an ear or lug 50 projecting from the lever arm 11. Secured to the cable 47 to the rear of the lug 49 is a collar-like member 51 adapted to engage the lug 49 to effect automatic uncoupling of the train pipe couplings upon. uncoupling two cars, while secured to said cable to the rear of the lug 50 on the lever 11 is another collar-like member 52 adapted to be engaged by lug 50 when the lever 11 is operated by the operating lever arm 26 to manually eii'ect uncoupling of two connected couplings. If two train pipe couplings are uncoupled automatically by operation of the collar-like member 51 in the two counterpart systems, simultaneous unlocking movement of the latches 37 and 38 will occur on both coupling heads. .In order to efiect such simultaneous unlocking operation on both coupling heads when the latches 37 and 38 on one coupling are operated by the operating lever 26, means are provided on the under side of the coupling head to cooperate with like means on the counterpart coupling head for employing the unlocking movement of latches 37 and 33 on one coupling to operate the corresponding latches on the counterpart coupling to move the latches to their unlocked position. These means comprise a lever 53 fulcrumed intermediate its ends on a pin 54 carried by the coupling head. One end of lever 53 is connected to a lever arm 55 projecting from the latch body 41 and said end is also provided with a bossvor projection 56 adapted to substantially engage the opposite end of the corresponding lever on the counterpart coupling when the two couplings are coupled. By this means the turning movement of the latch bodies 40 and 41 on one coupling head will be transmitted through levers 55 and 53 and boss 56 on one coupler head to boss 56 and levers 53 and 55 on the counterpart coupling head, so that the unlocking movement of the latch bodies 40 and 41 and consequently latches 37 and 38 on one coupling head will be transmitted to and substantially simultaneously operate the corresponding latch bodies and latches on the counterpart coupling head.

For centering or bringing two counterpart coupling heads 1 into alignment with each other in coupling the coupling head is provided with two oppositely disposed, diagonally and outwardly flaring, arcuate-shaped horns 57 and 58 which project forwardly from the coupling head. The latch 37 operates in an opening 60 through the centering horn 57. The inner edge of this opening isadapted to be engaged by and form a stop for the latch 37 when the coupling'is uncoupled.

In operation, when. two carsare being coupled together, the'car'co-uplers '5 are first interlocked in the usual manner from the impact of the two cars coming together. At this time the. train pipe couplings will be separated, the. coupling heads 1 being held rearwardly of the center line or coupling plane XX of the two coupled car couplers by means of the tension of springs 6 as hereinbefore described. In this rearward position, in which thetrain pipe coupling at the right hand side. of Fig. 9. is shown, shoul-.

der 19 on the coupling shank 2- engages the depending cradle member 15, and the manually operated coupling and uncoupling mechanism including the operating lever 26 is also in the position shown on the right hand side of Fig. 9.

In order to couple. together the train pipe couplings, the trainman, from the side of the car, rotates the operating lever 26 toward the train pipe coupling, i. e., toward the end of the car. This movement of lever 26 is transmittedthrough lever arm 3, links 21 and leverarms 22 and 11 to the member 3 which is thereby shifted and moves the coupling head 1 on one car toward the counterpart coupling head 1 onthe adjacent coupled car.

Fig. 9 illustrates the left hand coupler head 1 moved as above described to the coupling position with the right hand coupling head 1. It will be noted that the left hand coupling head is moved by the operation of the lever 26 outwardly and past the center line XX and in so moving the support springs 6 are stretched and exert a greater pull on the moving coupling head than is exerted by the like springs 6 on the stationary head. As the coupling heads are brought together, the coupling horns 57 and 58 on one coupling engage the counterpart coupling heads and the two coupling heads are thereby guided into proper coupling re lation in the well known manner, so that the greater tension of springs 6 on the moving coupling head is prevented from raising said coupling head'out of coupling alignment with the counterpart coupling head.

The coupling head 1 is thus moved by lever 26 against the counterpart.couplinghead, this movement compressing the corresponding engaging conduit gaskets 31, 32 and 33 and by the time said gaskets become sufiiciently compressed to effect a leak tight seal,

the tapered nose 59 of eachof the latches 37 and'38 011 both of'thecouplings has slid over the flange 39 of the counterpart coupling head sufiiciently to have been snapped into locking engagement with said flange by means of the torsional force of the spring45.

After the coupling latches have thus effected locking engagement between the two (3011- pled couplings, the'trainman releases the lever 26 which returns to the vertical position due to gravity and both of the coupling heads are moved from the position shown in Fig. 9 to the position shown in Fig. 1 by the greater tension of the springs 6 on the coupling which was operated in the act of coupling. The tension of springs 6 on both coupling heads is adapted to equalize when said coupling heads assume the operating coupled position shown in Fig. 1, in which said coupling'heads are substantially centrally arranged with respect to the center line X-X of the car couplers. Since each of the train pipe couplings is resiliently sup.

ported at its forward end by springs 6 and is therefore free to move vertically as well as laterally about the pin 4, operative align ment of the heads and leak-proof seals at the conduit gaskets 31, 32 and 33 will be maintained under all conditions of operation such as rounding curves or running over rough road beds.

As hereinbefore mentioned, the train pipe couplings are adapted to be uncoupled either manually or automatically.

If it is desired to uncouple the train pipe couplings manually, the trainman, from the side of the car, rotates the operating lever 26 in a direction away from the train pipe coupling and this causes a corresponding movement of the lever arm 11, the lower end of which is free to-move relative to member After 3 due to the slot 14 in said member. a predetermined movement of lever 11, the collar 52 on the flexible metallic cable 47 is engaged and further movement of lever 11 then exerts a pull on saidcable.

The cable 47 being connected by lever 46 to the coupling latches 37 and 38, said latches are pulled out of engagement with flange 39 of the counter part coupliughead 1. As hereinbefore described, the unlocking movement of the latches 37 and 38 on the one coupling head is transmitted through the abutting levers 53 carried on the lower sides of the two couplings and eifects substantiallysimultaneous unlocking operation of the latches 37 and 38 on the counterpart coupling heads. sequently, the train pipe coupling heads are unlocked from each other at both sides at substantially the same time, after which the springs 6 on each coupling head act to pull the respective couplin heads rearwardly to the uncoupled position in which flange 19 on the coupling shank 2 engages the cradle member 15. g

If it is desired to permit automatic uncoupling of the train pipe coupling, the car couplers 5 are separated in the usual manner, after which the movement of the cars, as they separate, relative to the train pipe couplings, which are still locked, operates to unlock the train pipe couplings. 7

On account of slot 14 in the member 3 and Con the freedom of movement of the coupling shank 2- through the opening 16 in cradle member 15, the separating movement of the car couplers 5 is relative to the train pipe couplings. Since the cradle member 15 is however fixed to the car and moves therewith, a predetermined movement of the car relative to the train pipe coupling brings the collar 51 into engagement with lug 49 and further parting movement of the cars then effects unlocking of the latches 37 and 38 on both coupling heads in the same manner as in manual uncoupling.

If the collars 51 on both cars are properly adjusted, the latches 37 and 38 on both coupling heads will be simultaneously operated on each car. If, however, the latches on-both cars arenot simultaneously operated by the respective collars 51, then the operation of the lever 53 by the unlatching movement of one coupling head will effect the unlatching of the other head, as hereinbefore described.

The tongue and groove driving connection between the latch bodies 40 and 41 is provided to facilitate assembly of the torsion spring 45 over said bodies, which otherwise would be difficult, if not practically impossible, since each of said bodies is provided with an out wardly extending lever arm, i. e., lever arms 46 and 55, respectively.

It will be noted that the provision of two spaced latches better ensures and maintains operative alignment of the coupling faces 27 and gaskets 31, 32 and 33 in two counterpart couplings than could be secured by a single latch.

The coupling head 1 and cradle member 15 are carried by the car coupler 5, while the rear support of the train pipe coupling on pin 20 is carried by means secured to the car body. The provision of the swivel on pin 4 connecting the coupling shank 2 and member 3 however, permits lateral movement of the coupling head 1 and shank 2 with the car coupler 5 relative to the member 3.

In order to prevent undesired unlocking operation of the latches 37 and 38 by engagement of collar 52 with lug 50 when the car is suddenly jerked or accelerated, which pulls the car coupler outwardly relative to the car body, the collar 52 is spaced from lug 50 a distance slightly exceeding the'maximum possible outward movement of the car coupler. Also, the collar 51 is spaced from lug 49 of the cradle member 15 sufliciently to prevent interference with the automatic operation of the coupling latches in manually coupling two counterpart heads.

From the above description of the invention it will be evident that an improved train pipe coupling system is provided in which the coupling is manually coupled and may be manually uncoupled from the side of a car by a trainman, and if desired, may be automatically uncoupled upon the pulling apart of two coupled cars. Improved means for automatically locking counterpart coupling heads together is provided, aswell as means for operating said locking means to disengage said coupling heads, and the coupling head is supported beneath the usual car coupler in an improved manner.

lVhile one illustrative embodiment of the invention has been described in detail, it is not my intention to limit its scope to that embodiment or otherwisethan by the terms of the appended claims.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. The combination with a car coupler, of a train pipe coupling having an uncoupled position, resilient means for supporting said coupling from said coupler and for moving said coupling to the uncoupled position, a shank projecting from said coupling, a bracket associated with said coupler for supporting said coupling upon failure of said resilient means, said bracket having a rectangular shaped opening through which said shank normally freely extends, and coacting means on said shank and bracket for defining said uncoupled position.

2. The combination with a car coupler disposed in the end of a car, of a train pipe coupling comprising head portion and a rearwardly extending portion and movable relative to said coupler to a coupling position, resilient means for supporting said head portion, a bracket depending from the car, a lever pivotally mounted in said bracket and having one arm pivotally connected to said rearwardly extending portion for supporting same, said lever having another arm, and means manually operative from one side of the car for operating the second mentioned arm to project said coupling to said coupling position.

3. The combination with a car coupler dis posed at the end of car and a train pipe coupling disposed beneath said car coupler, and having an uncoupled position to the rear of the coupling plane of the car coupler and a coupling position to the front of the coupling plane of the car coupler, said train pipe coupling comprising a head portion, and a rearwardly projecting member having a pivotal connection with said head portion for permitting lateral movement of said head portion relative to said member, resilient supporting means connecting said coupling head to said car coupler, link-like means connect-- ing said member to the car for supporting said member and providing for longitudinal movement of said coupling relative to said coupler, and manually operated means connected to said link-like means for moving the coupling to the coupling position and to the uncoupled position.

4. The combination with a train pipe coupling, of manually operated means for projecting said coupling'intocoupling relation with a counterpart coupling, and locking means automatically operative to effect looking engagement with said counterpart coupling and operative by said manually operated means to release said counterpartcou- Pl g- I o 5. The combination with a carcoupler, and a train pipe .coupling, of means for manually projecting said coupling into coupling relation with a counterpart coupling afterthe coupling of the car couple-r'with a counterpartcar coupler is effected, and alatch carried by said coupling for automatically efiecting locking engagement with a counterpartcoupling, said means being manually operative by a movement relative to said coupling for releasing said latch before the uncoupling of said car coupler. I e v 6. The combination with a car coupler, a train pipe coupling flexibly carried thereby andhaving a coupling position, a latch car ried by said coupling and automatiaclly operative in said coupling position to effect locking engagement with a counterpart coupling, means for releasing said latch, manually operated means for projecting said coupling to said coupling position and for operating said latch releasing means, and means carried by said car coupler for operating said latch releasing means after the car coupler is uncoupled from a counterpart car coupler.

7. In a train pipe coupling, the combination with a coupling head, a latch carried on one side of said head for effecting locking engagement with a counterpart coupling head, means for releasing said latch, and means carried by said head and operable upon the release movement of the latch on one head for eflecting the release movement of the latch on the counterpart head.

8. In a train pipe coupling, the combination with a coupling head, a latch carried on one side of said head for effecting locking engagement with a counterpart coupling head, said latch comprising a body portion, means for releasing said latch, and a bar pivoted on said coupling head and operated by the movement of said latch body in releasing said latch for causing the release of the latch on the counterpart coupling head.

9. The combination with a train pipe coupling, of means operative manually to project said coupling to coupling position with a counterpart coupling, a latch for eflecting locking engagement with a counterpart coupling in coupling position, unlatching means operative to release said latch, and means carried by said unlatching means and adapted to be engaged by said manually operated means for operating said unlatching means.

10. The combination with a train pipe coupling movable to coupling position, of manually operated means movable in one direction to project said train pipe coupling to coupling position and movable in the reverse direction relative to said train pipe coupling, a latch carried by said train pipe coupling for efiecting locking engagement with a counterpart coupling in coupling position, and means operative by said manually operated means when moved in said reverse direction for releasing said latch.

11. The combination with a train pipe coupling movable to a coupling position with a counterpart coupling, of locking means carried by said coupling and automatically operative to effect locking engagement with a counterpart coupling, and means for releasing said locking means, said locking means comprising a shaft carried by said coupling, two latch bodies rotatably mounted on said shaft and having driving engagement, a latch on one body oppositely disposed to a latch on the other body, a torsion spring surrounding said latch bodies and having driv ing engagement between said coupler and said latches, a lever projecting from one of said bodies for releasing said latches, means for transmitting the uncoupling movement of said latches to the latches on a counterpart coupling, and an arm projecting from the other of said bodies for operating said means.

12. The combination with a car coupler, of a train pipe coupling disposed beneath said car coupler and having an uncoupled position to the rear of the coupling plane of the car coupler and movable past the coupling plane of the car coupler to a position for coupling with a counterpart coupling, and means for supporting said coupling beneath said coupler and operative manually to move said coupling from the uncoupled position to said coupling position.

ANTON K. KUSEBAUCH. 

